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Modified by Boostin20v at 2:21 PM 12-18-2007Modified by iThread at 12:43 PM 8-27-2009

Re: -= 1.8t Forum FAQ =- (Boostin20v)

Location on Head, Location on Block
Picture shows location of code on head. Picture is of a transverse motor but the tab is in the same physical location of the block in a longitudinal setup.
*Note: There are a few cases where no stamp will exist on the head. The first are the 2001 Jetta Wolfsburg Edition vehicles which were not stamped from the factory. The other case would be if the head was replaced as a result of some kind of engine mechanical failure (ie Timing belt with valve damage).

058 Old Style
Came in the 058 external waterpump blocks only in longitudinal cars.(A4, Passat) These all have the “short”, small diameter snout. These cranks are all cast, and come with a toothed 60-2 wheel. There are 2 versions– the difference being the spigot on flywheel end.

Manual These have a pilot bearing pressed into the bulbous spigot on the flywheel end.

Automatic- This has a much flatter protrusion on the flywheel end and no provision for a pilot bearing.

06A New Style
These came in all 06A blocks with internal waterpump, both longitudinal and transverse. (Some codes AWD, AWW, AWP, AMB, AMU, AWM) These all have the “long”, large diameter snout. These cranks are cast or forged, and come with a windowed 60-2 wheel. There are 3 versions

Transverse manual/automatic- These are all forged and have provision for a pilot bearing to be pressed into the bulbous spigot on the flywheel end, but no bearing is installed.

Longitudinal manual- These are all cast and have a pilot bearing pressed into the bulbous spigot on the flywheel end.

Longitudinal automatic- These are all cast and have a much flatter spigot on the flywheel end and no provision for a pilot bearing.

Notes:

058 and 06A cranks are not interchangeable- they must match the block.

Transverse applications can use any of the above listed cranks.

Longitudinal manual applications can use the transverse forged crank with the installation of a pilot bearing. They may also use the longitudinal automatic crank if an adapter is machined to accept the pilot bearing.

Longitudinal automatic applications can use the transverse forged crank, or longitudinal manual crank if the spigot on the flywheel is machined down to clear the torque converter.

Trigger wheels are physically interchangeable, but early "bar" style sensors can only go in early blocks.

The early toothed wheel is better for SEM applications

Cast Cranks

AEB,ATW,AMB, AWM

Forged Cranks

AWD,AWW,AWP

_____________________________________________
Other Misc Info:

2nd O2 sensor on AWD can be tapped for A/F gauge

AWP engines lack Fuse 6

AWD had slightly different fitting coilpacks, they use clips and allen keys to be secured.

The AEB engine code(non-dbw) has the largest intake ports and consequently is one of the most in demand head's to put on our cars.

APH engines have a "baby" K03 turbo--not same as Golf and TT

APH engines have the 2L exhaust

APH engines have a smaller Intercooler (even smaller than Golf part). Less air through turbo = less boost.

Re: -= 1.8t Forum FAQ =- (Boostin20v)

This is a small sensor located in the intake manifold just after the throttle body. It is responsible for monitoring the intake temperature. It can get coated with oil, and can affect gas mileage, and a loss of power. It is common to remove it and clean it with alcohol, or electronics cleaner.

Boost Leak

– View Block 032 with VAG Com. If Fuel Trims are Negative more than 5% in the load range there is a very good chance that there is a leak after the turbo. Visual inspection of clamps, hoses for a loose connection is the best way to look for leaks. A common place for leaks is at the entrance to the pancake pipe located in the passenger side fender. Also the small line on the DV can rip.

This part is prone to failure. 2002 and older vehicles had a bad coolant temp sensor from the factory that VW updated. It was a black sensor, and now the good one is referred to as a green top coolant temp sensor. Block 011 in the VAG COM can monitor coolant temp for erratic readings. This is a 7$ part. Do not change while engine is hot.

Diode - What does the Diode Mod do?

The MAP (manifold absolute pressure) sensor is what reads how much actual boost you are making It sends that signal to the ECU (engine control unit). Once the data that the MAP has collected has been sent to the ECU, it then compares it to the specified boost that the car is supposed to be making (this is one parameter a chip modifies among many others). If the ACTUAL boost is over the SPECIFIED boost then the ECU puts the car into LIMP MODE. This is an attempt to stop you from damaging the turbo or anything else.The DIODE(s) is connected to the correct wire(s) in the MAP sensor wiring harness. The MAP sensor sends signal to the ECU is voltage increments (so for 10PSI there is a corresponding voltage that is sent to the ECU when the MAP is reading 10 PSI).
The MAP sends 4.7 volts to the ECU when it’s reading 17 PSI and 4.3 volts when it’s reading 11 PSI. Once the diode(s) (whichever size you chose) is connected to the correct wire(s), the MAP sensor continues to read the actual boost that the turbo is producing and sends the voltage signals to the ECU corresponding to the amount of boost its reading, UP UNTIL THE VOLTAGE THAT THE DIODE IS INTENDED FOR. (For example...if you have the 4.7v diode in the MAP will send the voltage signal to the ECU up until its sending 4.7v...once it hits 4.7 volts it will keep sending 4.7 volts instead of sending the ACTUAL voltage for the ACTUAL amount of boost the sensor is reading which would be greater then 4.7 voltages, which would ordinarily without a diode installed, send the ECU into limp mode).
Therefore, it "tricks" the ECU into thinking it is only making 17PSI (because that is what the 4.7 volt diode clamps the MAP sensor at) instead of seeing what the turbo is actually making. Since the ECU is receiving signal from the MAP sensor showing that the turbo is only making 17 PSI (with the 4.7v diode in), which is what the specified boost is for a chipped ECU, THEN THE ECU WILL NOT PUT THE CAR INTO LIMP MODE - AKA, you can run as much boost as you want without hitting limp mode!
-courtesy Spooled_AWP

This system redirects combustion blowby into the intake of the engine to be 'burnt off'. As an engine operates, high-pressure gases are contained within the combustion chamber and prevented from passing into the crankcase (containing the crankshaft and other parts) between the side of the piston and the cylinder bore by piston rings which seal against the cylinder. However, some amount of gas always leaks past the piston rings into the crankcase.

DV-Diverter Valve

A pressure release system for turbos. It's purpose is to prevent compressor surge, and reduce wear on the turbocharger and engine. Diverter Valves ventilate back into the intake before the turbocharger. Blow off valves (BOV) relieve the damaging effects of compressor "surge loading" by allowing the compressed air to vent to atmosphere

N249 - Boost Pressure Control Valve

This electronic valve is supposed to smooth out the Diverter Valve control at partial throttle.

ECU - Electronic Control Unit

The ECU is responsible for nearly all functions on the car. If the ECU is suspected as a bad part, you need to use a scan tool such as a VAG com to attempt to communicate with the ECU. If you can’t communicate with the ECU, then the ECU needs replacement. Check all electrical connections. Check your Fuses for blown fuses. Whatever killed the ECU might kill the new one.
ECU removal procedure - http://www.goapr.com/VW/suppor...a.pdf

IC - Intercooler

An intercooler, or charge air cooler, is an air-to-air or air-to-liquid heat exchange device used on turbocharged and supercharged (forced induction) internal combustion engines to improve their volumetric efficiency by increasing intake air charge density through nearly isobaric (constant pressure) cooling.

Immobilizer (ECU Swapping Info)

Audi:
All vehicles equipped with an immobilizer by 2002. Only exception is that some TTs in 00 had an immobilizer.
Volkswagen:
All vehicles equipped with an immobilizer in 2000.The immobilizers is a theft prevention measure. If you swap an ECU without matching up the ECU and the cluster, it will start briefly and then die repeatedly flashing the immobilizer light on the dash (looks like a car outline with the base a key). There are 2 kinds of immobilizer. Immo II used on pre 2002, and Immo III used on 2002+. Immobilizer and ECU info can be found on the VAG COM Site.Immo2Immo3
If swapping an engine into a car without an immobilizer/cluster, you can get software for swaps from many chip tuners that remove the immobilizer from the ECU.

Limp Mode

These cars are designed to protect themselves from engine damage. If the engine boosts too much, or the engine does not get enough fuel it will go into a limp mode where boost is limited to protect the engine. It limits boost by controlling a solenoid on the wastegate line (N75), by closing the electronic throttle or by opening the DV valve. If you are experiencing a limp mode the best thing to do is get the car scanned for codes and to see what is wrong. Look at fuel trims for signs of running lean, and to look for MAF problems, or O2 sensor problems. To look for potential boost problems log Block 115 and you can see the specified Vs actual boost. If you exceed the specified then there is a good chance that you will go into this limp mode. Stock specified is a max of 14 psi for a 2002+ car.

MAP - Manifold Absolute Pressure sensor

is located in the OE SMIC end tank. There are two different sized MAP sensors, and VW didn't make the transition based on years but cars from all years might have either the small or large version (rumor has it the small version didn't come around till ~2003). When your upgrading your intercooler to a larger SMIC or FMIC and need to specify which MAP sensor your car is running the only fool proof way to check which sensor your car has. If you are making custom piping and need a MAP sensor flange check out 42nd Draft Design for a universal solution.

Rule of Thumb appears to be:
2002 and earlier cars = large MAP
2003 and later cars = small or large MAP
AEB vehicles do not have MAP sensors, they have BARO sensors instead.

MAF - Mass air flow meter

Click here to check if your MAF is bad.Mass air flow meter is used to measure the air going into the engine. It is located on the outlet of the airbox, and housed in a cylindrical tube. The ECU reads the MAF signal, and injects fuel in proportion to the airflow. There are a few different ways the MAF can fail. The MAF can get coated with oil, and will not read properly. This is common if it happens right after installing a CAI, or a K&N filter. It can be cleaned out with 99% isopropyl alcohol, or a quality electronics cleaner. Remove the sensor from the housing and clean the sensor element.
MAF sensors also go bad due to too much airflow. On a car with a larger turbo the airflow is so high that the MAF element will get burned out from the excess air flow. It is common to increase the size of the housing to prevent this (other modifications required).
To check for a BAD MAF the best way is with a VAG com. Block 002 show air mass from the sensor. At idle the air flow should be 2-4 grams/second. With a wide open throttle run to redline the reading should show up to 170 g/s on a chipped car. Look for jumpy readings in the MAF, which can indicate a problem. More details here http://www.ross-tech.com/vag-c....html if you suspect your MAF is bad, one way to test it is to unplug the MAF, often if the MAF is giving false readings and upsets the fueling. If you unplug it, the ECU will ignore the MAF and run off of baseline tables. Be careful, as a boost leak or a vacuum leak can be miss-diagnosed as a bad MAF, because they will throw off the readings on the MAF. (Air sneaks around the MAF).

Quote, originally posted by WhiteG60 »

Basically the problem with MAF's is that VW and some/all of the OEMs run the PCV back into the intake tract or you're running a K&N filter or another cotton/gauze/oil filter and a film builds up on the MAF element because of the oil from the PCV or from the filter. If you run a catch can, and run a paper or foam filter, and make sure the intake tract is dry you will most likely have a very very reliable MAF. Most MAF failures are not even failures. Its the element being dirty/oily. If people would clean them with alcohol or the CRC MAF cleaner at the FIRST SIGN of it being dirty, or hell, even if you just do it every time you change your oil or during your maintenance regiment, you'd be hard pressed to ever have to replace it.

MBC - Manual Boost Controller

Often people want more boost from their car, and use a MBC. While MBC’s can get you more boost they will cause a jerky part throttle driving, and can cause over boost, often put the car into a limp mode. The way a MBC works is by bleeding off air from the wastegate control line. A wastegate is a mechanical flapper valve in the turbocharger that opens to allow exhaust gas to sneak around the turbo. By bleeding off air from the line, the wastegate opens less, more exhaust goes through the turbo, and you get more boost.
Great details on MBC here - http://www.boostvalve.com/tech/1.8T-DBW.html
And general Turbo/Wastegate details here http://www.streetracersonline....e.php

N75

The N75 is an electronic solenoid valve that the ECU uses to control boost. It is located in the intake hose near the back right side of the engine. It has 3 connections.
1. Connects to charge pipe = pressure source
2. Connects to wastegate actuator
3. Connects to intake hose – bleed line.
The ecu will pulse this valve at a high frequency to bleed air off from the wastegate line. It does this based on throttle position and engine load. If the valve, or any of the liens connected to it have leaks then there can be severe boost regulation problems. It’s function is similar to the MBC above. To get more boost people often swap in different N75 valves. These different valves simply have a different response characteristic, and will act different when given the same signal by the ecu. They can get more boost, less boost, or even a big boost spike by swapping N75’s.

TB - Throttle Body

The throttle on most of these cars is drive by wire, it is an electronic throttle with a wire attached (only the earliest 1.8T were not drive by wire). Most common TB problem just requires adaptation, or cleaning out with carb cleaner. This procedure shows how to do a TBA. TBA can improve idle, and part throttle operation. http://www.ross-tech.com/vag-c....html. To clean the TB remove it, and spray inside with carb cleaner. Wipe out the residue that gets built up in there. NEVER port a TB on a 1.8T it won’t idle properly.

Large vs Small Port
- The AEB is the only US OE large port head, see first section for what models the AEB was available in.
Port size differences (AEB vs all other US spec engine codes):
* Intake ports - 54x26mm vs 43x26mm
* Exhaust Ports - 36mm vs 33mmHead Swapping - Large Port/AEB head on Small Port Block and the reverse
All 20v heads are interchangeable!

Large port heads have no provision for the combi valve, thus you're secondary air injection pump not properly functioning and will throw a CEL. CELs can be avoided with resistors or better yet some chip tuner's code will ignore the errors and not display the CEL.

On engines with VVT you can swap the VVT solenoid into a non-VVT head without issue.

AEBs use 1 window cam trigger wheels, if your putting the AEB head on a small port post 2000 motor be sure to use the 4 window trigger wheel from the original headCam pulley must match the short block. Putting a large port AEB head on a post 2000 06A block must retain the OE cam pulley, the 058/AEB pulley will not seat the timing belt correctly.

ECU Tuning [aka Chips, Flashes, etc]
A chip is the most common modification for the 1.8t. Of the various companies offering chips each are going to offer a significant power increase over stock. Selecting the right chip for you can sometimes be a tough decision so you have to thing about what fits your needs.
Most chip tuners will offer a 5 hour trial of their software, try as many as you can. If you cant try the software try to get a ride in as many different chipped cars as possible. This will help you get a feel for each chip and its power delivery.What chiptuners do to your ECU. courtesy of Andy SmithChip Tuning Guide Where, When, How, WhyChips/More ChipsAPR/More APRGIAC/More GIACNeuspeed/More NeuspeedRevo/More RevoUnitronic/More UnitronicUpsolute/More UpsoluteAPR/GIAC/REVOAPR Website | GIAC Website | Neuspeed Website | REVO Website | Unitronic Website | Upsolute Website | Eurodyne WebsiteHow can I find out if my car is chipped?
The easiest is to use a boost gauge or RossTech's VAG-COM to monitor the boost levels of your vehicle. If the boost is greater than OE spec the vehicle does have some type of boost modifying modification. Check for a diode mod MAP clamp, MBC or chip.My car has more boost than stock but no diode or MBC, how can I tell what Tuner's chip I have?
The easiest is to contact the various chip tuners and supply them with your VIN to see if they have records of your vehicle. Another is to try the various tuner specific end user tools to switch chip tunes like APR's EMCS, REVO's SPSS and GIAC's Flashloader. If you can change the programming of your chip using one of these tools you likely have a chip tune from that particular company. If none of the above works you're unlikely to ever find out 100%.High Flow or No Catalytic Converter Issues
Use of a high flow after market catalytic converter or the complete removal of the unit from your exhaust can cause the rear O2 sensor to trigger the CEL light of code P0420. This error typically means that the cat if you've got one is not working at the level the ECU expects. What can you do about it? Some tuners offer "Test Pipe" files for "Off Road use only", this programming ignores the error and does not trigger the CEL. Another means is the use of a spacer to move the rear O2 sensor further from the exhaust gas flow (Read this thread for instructions).
*NOTE* - The OEM cat is NOT a restrictive point and can be cut and welded onto even a 3" pipe for use in any custom or purchased exhaust.K04 Model Numbers
k04-001 = direct bolt on to transverse motors
k04-015 = direct bolt on for longitudinal motors
k04-020/022/023 = turbo from audi TT 225hp - requires TT manifold and other parts (for transverse setups)
k04-025 = turbo from rs4 mainly used for s4 upgradeOfficial K04-001 Information ThreadOfficial K04-02x Information ThreadOld Ko4-02x threadK04 model Info/Fitment GuideCams
99% of the people interested have yet to reach the point of need, 99% do not have access to the needed tuning adjustments required for true gains.Cat Cams/More Cat CamsEurospec Sport Cams/More Eurospec Sport CamsSchrick Cams/More Schrick CamsCoil Packs/Ignition Coils –

Testing for a bad coil (without Vag-Com)

-With the engine running, pull the suspect bad coil's wiring harness connector off the coil or pull the coil off the spark plug. If no changes happen to the idle of the motor its a bad plug, if it does change its likely ok.Testing for a bad coil (with Vag-Com)

Log Blocks 015, and 016. This will be a misfire counter. Drive the car or let it run, and look for misfires. If you have a bad coil you will see the counter increase on a cylinder. If you have only one counting up then it’s probably a bad coil. Turn off engine and take that coil out and swap it with another coil. The cylinders read left to right 1,2,3,4 when looking at the engine from the front. Use the VAG again to see if the misfires have also swapped to another cylinder. If it moved, then you have a bad coil. Replace it. If they do not move, then you likely have a plug problem.Coil Info:

On some cars the ignition coils have problems and they will pop up out of the cylinder head and lose contact with the plug, make sure your spark plugs are torqued to 22 ft-lbs when changed.

All coils are interchangeable as long as they have the correct number of pins. There are two styles of coils, 3pin (Found on AEB motors, and others of that era) which require external igniter and 4pin (Found on all recent motors 2000+) where the igniter is built into the coil itself. Depending on your engine code some trimming to the coil may be needed to push the coil all the way into the valve cover.When swapping to the bolt down coils from push down coils use M6x1.00x25 or M6x1.00x30 screws

Spark Plugs

OE Plugs: NGK PFR6Q - .032" gapFor Stock Cars - .032" gap:

NGK BKR6E/6962

Autolite 3923

Denso Iridium IK20For Chiped Cars - .028" gap:

NGK BKR7E/4644 (formerly 6097)

Autolite 3922Denso Iridium IK22

>Tightening torque 30Nm (22 ft-lb)
>Tightening torque for Coil Packs 7ft lbsUpgrading Pistons/Rods
AEB, AGU, AJQ, APP, APX, BAM, AMU, AUL, APX, AWD and APH engine codes have 20mm wrist pins, all others have 19mm wrist pins.
AEB and AWD (all 20mm wrist pin motors??) had 16v style rods (144mm long, 20mm wrist pins). The pauter 16v rods drop right into the stock pistons for those 2 engine codes without requiring modification.
All aftermarket pistons have 20mm wrist pins and mate to any aftermarket rod, pauter, eagle/scat, crower, manly etc etc.
All of the later cars have 19mm wrist pins and tapered wrist pin areas so the 16v style rods dont drop in. Pauter makes a modified rod with a tapered wrist pin area and re bushes them to 19mm. They are the same price or a little more then the regular rods depending where you get them.
For engines with 19mm wrist pins the only option to keep stock pistons is pauter tapered rodsOilsFAQ: VW/Audi 502.00 and 505.01 Approved Oils
Any 502.0 spec oil VW 502.0 Oil Chart
FWIW the Valvoline 5w30 is not a 502 rated unless you buy the Synpower 5w30 which is 502/505 (according to the label). Also the popular GC 0w30 is not on there despite the 502 label because VW only regards a 5w30 with 502 or a 0w40 with 502 as suitable alternatives to the 5w40.Oil Filter Confessions...the Big KahunaWhat is VVT?
VCT or Variable Cam Timing. Synonymous with Variable Valve Timing. The VCT in later 1.8T's is simply for emissions purposes. It has only two states - normal and massive overlap. The overlap is used to draw exhaust gasses back into the cylinders at startup.DV vs BOV
- These cars are designed for recirculated valves (ie a Diverter Valve/DV)
- A DV with a diaphragm will have the quickest response compared to those with a piston, though diaphragms can rip/fail which requires replacement while a piston can just be relubed
- A BOV can be used as long as it is closed at idle (not true of most)Injectors
Use the size your software was designed for. If your software wasnt designed for a larger injector size then you will get no gain and even possibly cause issues as a result.

Re: -= 1.8t Forum FAQ =- (Boostin20v)

Transmission InfoUpgraded Clutchs
If you haven't noticed most of the 1.8t drivers are upgrading their clutches after a year. The stock clutch just isn't up to the task of chipped HP and Torque. A basic upgrade is a stock VR6 clutch which is slightly larger and a lightweight flywheel. The autotech set up is very popular right now and combines thier 10lb flywheel, the starter gear, and a Sach's VR6 clutch kit. This type of set up will hold a good amount of power. Basically if you plan on a chip, and bolt on's this is what you want. Stock like driveability with some extra holding power. If you're shooting for more power then you want to look into either a stage 2 or 3 kit which will include both a beefier clutch disk and pressure pate. brake in for a new clutch is between 500-1000 miles...not highway miles either. Neuspeed also offer's clutch kit's. They have a sport and race kit, the sport features a full faced disc where the race kit has a 4 puck disc.02J to 02M swapComplete Parts List w/ Part NumbersHelpful Install Information

Large vs Small Port
- The AEB is the only US OE large port head, see first section for what models the AEB was available in.
Port size differences (AEB vs all other US spec engine codes):
* Intake ports - 54x26mm vs 43x26mm
* Exhaust Ports - 36mm vs 33mmHead Swapping - Large Port/AEB head on Small Port Block and the reverse
All 20v heads are interchangeable!

Large port heads have no provision for the combi valve, thus you're secondary air injection pump not properly functioning and will throw a CEL. CELs can be avoided with resistors or better yet some chip tuner's code will ignore the errors and not display the CEL.

On engines with VVT you can swap the VVT solenoid into a non-VVT head without issue.

AEBs use 1 window cam trigger wheels, if your putting the AEB head on a small port post 2000 motor be sure to use the 4 window trigger wheel from the original headCam pulley must match the short block. Putting a large port AEB head on a post 2000 06A block must retain the OE cam pulley, the 058/AEB pulley will not seat the timing belt correctly.

ECU Tuning [aka Chips, Flashes, etc]
A chip is the most common modification for the 1.8t. Of the various companies offering chips each are going to offer a significant power increase over stock. Selecting the right chip for you can sometimes be a tough decision so you have to thing about what fits your needs.
Most chip tuners will offer a 5 hour trial of their software, try as many as you can. If you cant try the software try to get a ride in as many different chipped cars as possible. This will help you get a feel for each chip and its power delivery.What chiptuners do to your ECU. courtesy of Andy SmithChip Tuning Guide Where, When, How, WhyChips/More ChipsAPR/More APRGIAC/More GIACNeuspeed/More NeuspeedRevo/More RevoUnitronic/More UnitronicUpsolute/More UpsoluteAPR/GIAC/REVOAPR Website | GIAC Website | Neuspeed Website | REVO Website | Unitronic Website | Upsolute Website | Eurodyne WebsiteHow can I find out if my car is chipped?
The easiest is to use a boost gauge or RossTech's VAG-COM to monitor the boost levels of your vehicle. If the boost is greater than OE spec the vehicle does have some type of boost modifying modification. Check for a diode mod MAP clamp, MBC or chip.My car has more boost than stock but no diode or MBC, how can I tell what Tuner's chip I have?
The easiest is to contact the various chip tuners and supply them with your VIN to see if they have records of your vehicle. Another is to try the various tuner specific end user tools to switch chip tunes like APR's EMCS, REVO's SPSS and GIAC's Flashloader. If you can change the programming of your chip using one of these tools you likely have a chip tune from that particular company. If none of the above works you're unlikely to ever find out 100%.High Flow or No Catalytic Converter Issues
Use of a high flow after market catalytic converter or the complete removal of the unit from your exhaust can cause the rear O2 sensor to trigger the CEL light of code P0420. This error typically means that the cat if you've got one is not working at the level the ECU expects. What can you do about it? Some tuners offer "Test Pipe" files for "Off Road use only", this programming ignores the error and does not trigger the CEL. Another means is the use of a spacer to move the rear O2 sensor further from the exhaust gas flow (Read this thread for instructions).
*NOTE* - The OEM cat is NOT a restrictive point and can be cut and welded onto even a 3" pipe for use in any custom or purchased exhaust.K04 Model Numbers
k04-001 = direct bolt on to transverse motors
k04-015 = direct bolt on for longitudinal motors
k04-020/022/023 = turbo from audi TT 225hp - requires TT manifold and other parts (for transverse setups)
k04-025 = turbo from rs4 mainly used for s4 upgradeOfficial K04-001 Information ThreadOfficial K04-02x Information ThreadOld Ko4-02x threadK04 model Info/Fitment GuideCams
99% of the people interested have yet to reach the point of need, 99% do not have access to the needed tuning adjustments required for true gains.Cat Cams/More Cat CamsEurospec Sport Cams/More Eurospec Sport CamsSchrick Cams/More Schrick CamsCoil Packs/Ignition Coils –

Testing for a bad coil (without Vag-Com)

-With the engine running, pull the suspect bad coil's wiring harness connector off the coil or pull the coil off the spark plug. If no changes happen to the idle of the motor its a bad plug, if it does change its likely ok.Testing for a bad coil (with Vag-Com)

Log Blocks 015, and 016. This will be a misfire counter. Drive the car or let it run, and look for misfires. If you have a bad coil you will see the counter increase on a cylinder. If you have only one counting up then it’s probably a bad coil. Turn off engine and take that coil out and swap it with another coil. The cylinders read left to right 1,2,3,4 when looking at the engine from the front. Use the VAG again to see if the misfires have also swapped to another cylinder. If it moved, then you have a bad coil. Replace it. If they do not move, then you likely have a plug problem.Coil Info:

On some cars the ignition coils have problems and they will pop up out of the cylinder head and lose contact with the plug, make sure your spark plugs are torqued to 22 ft-lbs when changed.

All coils are interchangeable as long as they have the correct number of pins. There are two styles of coils, 3pin (Found on AEB motors, and others of that era) which require external igniter and 4pin (Found on all recent motors 2000+) where the igniter is built into the coil itself. Depending on your engine code some trimming to the coil may be needed to push the coil all the way into the valve cover.When swapping to the bolt down coils from push down coils use M6x1.00x25 or M6x1.00x30 screws

Spark Plugs

OE Plugs: NGK PFR6Q - .032" gapFor Stock Cars - .032" gap:

NGK BKR6E/6962

Autolite 3923

Denso Iridium IK20For Chiped Cars - .028" gap:

NGK BKR7E/4644 (formerly 6097)

Autolite 3922Denso Iridium IK22

>Tightening torque 30Nm (22 ft-lb)
>Tightening torque for Coil Packs 7ft lbsUpgrading Pistons/Rods
AEB, AGU, AJQ, APP, APX, BAM, AMU, AUL, APX, AWD and APH engine codes have 20mm wrist pins, all others have 19mm wrist pins.
AEB and AWD (all 20mm wrist pin motors??) had 16v style rods (144mm long, 20mm wrist pins). The pauter 16v rods drop right into the stock pistons for those 2 engine codes without requiring modification.
All aftermarket pistons have 20mm wrist pins and mate to any aftermarket rod, pauter, eagle/scat, crower, manly etc etc.
All of the later cars have 19mm wrist pins and tapered wrist pin areas so the 16v style rods dont drop in. Pauter makes a modified rod with a tapered wrist pin area and re bushes them to 19mm. They are the same price or a little more then the regular rods depending where you get them.
For engines with 19mm wrist pins the only option to keep stock pistons is pauter tapered rodsOilsFAQ: VW/Audi 502.00 and 505.01 Approved Oils
Any 502.0 spec oil VW 502.0 Oil Chart
FWIW the Valvoline 5w30 is not a 502 rated unless you buy the Synpower 5w30 which is 502/505 (according to the label). Also the popular GC 0w30 is not on there despite the 502 label because VW only regards a 5w30 with 502 or a 0w40 with 502 as suitable alternatives to the 5w40.Oil Filter Confessions...the Big KahunaWhat is VVT?
VCT or Variable Cam Timing. Synonymous with Variable Valve Timing. The VCT in later 1.8T's is simply for emissions purposes. It has only two states - normal and massive overlap. The overlap is used to draw exhaust gasses back into the cylinders at startup.DV vs BOV
- These cars are designed for recirculated valves (ie a Diverter Valve/DV)
- A DV with a diaphragm will have the quickest response compared to those with a piston, though diaphragms can rip/fail which requires replacement while a piston can just be relubed
- A BOV can be used as long as it is closed at idle (not true of most)Injectors
Use the size your software was designed for. If your software wasnt designed for a larger injector size then you will get no gain and even possibly cause issues as a result.

-PM me to make additions/corrections/suggestions for the FAQ [IMG]http://**********************/smile/emthup.gif[/IMG] [IMG]http://**********************/smile/emthup.gif[/IMG] [IMG]http://**********************/smile/emthup.gif[/IMG]

Modified by Boostin20v at 2:21 PM 12-18-2007Modified by iThread at 12:43 PM 8-27-2009

(On the no start category u should put crank sensor or to make sure the emmo key on the cluster Isent flashing .wouldn't you say ? )

Does anyone have info about if an Audi b6 a4 block would work in a mk4 vw?
Not sure about the motor mount bolts locations between the two if one doesn't have or if all the blocks have the holes just not used on certain applications.